STEAM GENERATOR AND STEAM TURBINE DRIVING UNIT FOR THE USE OF GASEOUS PROPELLANT, ESPECIALLY HYDROGEN

Abstract: A steam generator and a steam turbine driving unit, designed for the use of gaseous propellant, especially hydrogen, containing a gas supply unit, an air feeding unit (20), a steam generator (1) and steam turbine (77). The gas supply unit is provided with a supply container (8), a gas container (18), and with fittings used for filling up and gas supply. The air feeding unit is provided with instruments regulating air flow, and with an air filter (25). The steam generator is provided with a combustion chamber (1) having a ceramics wall, and the cooling pipes (31) adapted for steam generation are arranged in the combustion chamber (1). The steam turbine (77) is driven by the steam obtained from the cooling pipes (31) used for steam generation, and its shaft (36) represents the power output.

Description: STEAM GENERATOR AND STEAM TΪ73INE DRIVING UNIT FOR THE USE OF GASEOUS PROFELLA T . ESPECIALLY HYDROGEN Field of appl cation •■ : " : e invention The invention rovers a ? e=τ generator and a steam turbin* driving unit containing f~e generator which can be operated in a more advantageous way than the actual combustion engines, without air contamination, especially if hydrogen is used for fuel , because n this rase the carbon dioxide emission accompanying the firing of " -.ydrocarbons is avoided. The present- state o -echn loqy The widest u ^d fuel are hydr r=rbons, first of all crude o l der:vates. Co n sequently, the reserves are expected to be exhausted until middle of the century, according to prevailing estimations. Their further negative characteristic is the carbon dioxide emission. *" -- harmful consequences of whi ' -'n are increasingly judged by tr- specialists to be very grave With higher firing teτιper5--__re , a further negative phenomenon. i.e. the emission of nitrogen oxides arises, increasingly jeopar izing life and "- -aJ th To reduce the above di a ?. problems. the use ;f hydrogen as fuel is being asseese for a long time, because its is available in unlimited qua r :: : *,ies, and > eturns i it? former state after firing. Hydroge- i=: the clearest fuel, can be produced and used without losses, in a cycle, withouτ emitting any substances than co_ll be harmful for the environment. As the firing tempera-, ire can be reduced with a suitable control, the development : nitrogen oxides can be reduced to a minimum level. The general use of hydrogen as f el requires the cons t ruction of various projects t<-' resolve the tasks related to a production. storage and transportation of large quantitie . However, the use of hydrogen also causes a number of problems. At an environmental temperature, the gaseous molecular hydrogen does not penetre'es the metals immediately A hydrogen in atomic form is more dangerous because it is able to cause damages. Atomic hydrogen can be generated at a temperature of above 430 * F. in the presence of humidity, in case of corrosion and electrolysis, as well as a higher hydrogen pressure. At higher terr.peratures, the effect of hydrogen consists of a surface or inner decarbonization. The surface decarbonization arises above 1050 *F, and this reaction is caused by water vapour. During the inner decarbonization, the hydrogen penetrates into the steel at a high temperature of above 430 * F, reducing the iron carbide to metallic iron by means if an internal reaction, creating methane. The products of the reaction gather at the grain boundaries and in the small caverr.s, causing the reduction of plasticity. In graver cases, they bring about the growing of local. internal pressures, conser ntly the formation of blisters or fractures. (See P Webb; C.Gupta: Metals in hydrogen environment, Che .Eng.Octcber, 1984 . The stress type fractures caused by hydrogen are sometimes mentioned as a delayed rigid fracture caused ty hydrogen or an internal hydrogenous rigidity. This used to happen when the metal is exposed for a longer period of time to tensile stresses caused by load being lower than the yield l mit. At lower temperatures, below 430 * C, brittleness or the formation of blisters take place. The brittleness or rigidity is caused by the hydrogen penetrating into the metal, reducing the plasticity and tensile strength of the metal. The effect of hydrogen exerted on the metals can be reversible or irreversible. In case - f an irreversible rigidity. the absorption of hydrogen is accompanied by a damage arising in the metal structure, which remains also when the last traces of hydrogen left- the metal. Such metal is e.g. the copper where the hydrogen, having diffused into the metal at a temperature of above 300 ' C . enters into reaction with the inclusions, whereby water vapour and metallic copper are originated. The pressure coming into being at a high temperature is sufficient for the inclusions to widen themselves, making the texture of the metal porous and deteriorating its strength. The reversible transformations can be reversed by means of driving out the hydrogen, and the original value of plasticity can be regained. The hydrogen as fuel has very good characteristics: its combustion temperature and heating value is high, it is able to burn at a low concentration, without developing any smoke. They enable it to be burned in an internal space (oxidation), as the thermal energy can be used with a high efficiency. The burning of hydrogen in a combustion chamber iε advantageous, compared with natural gas It is known that the radiation coefficient of the flame (in case the flame does not contain solid particles'! is directly related to the triatomic gases, i.e. in this case with carbon dioxide and water. In its combustion product- (containing exclusively water vapour, having a higher radiation than that of carbon dioxide) . the hydrogen gas has a higher quantity of triatomic gases, therefore its radiation ability is higher than that of natural gas. The radiation of hydrogen flame is higher than that of natural gas, its outer parts are hotter, therefore its radiation is good. Invest gating the heat transfer characteristics, it can be stated that the adiabatic temperature (2100 * C) of hydrogen is higher than that of natural gas (1950 * C) . The combustion of hydrogen requires less air (0.67 nn3/n/k h) that of natural gas (0.96 rn3&n/kWh) . In case of a certain power and torque, the heat transfer of hydrogen gas :s by 10 per cent better than that of natural gas. The hydrogen/air mixture is ignited at a mixture of 4 as well as 75 per vent and has a high inflammation speed. The flarne supplied by hydrogen displayed during the tests an extremely good stability, being calm without artificial stabilization, at any pressure level All this shows that the burning of hydrogen does not represent any difficulty either in an open or a closed combustion space. Its good radiation. heat transfer and stability enable it for an energy transformation with a good efficiency. Its efficiency can considerably be higher that of hydrogen burned in a combustion engine. because the high temperature and energy of the chemical react on accompanying the explosion can only be used with a considerable loss. due to frictions, to the permanent cooling applied because of overheating, and to the cooling by ^ r injection applied for the reduction of nitrogen oxide development. At the same time. the transformation from the gasec s state into the liquid state (development of water and ater vapour^ influence the arising pressure conditions in a di advantageous way, and the metal parts of the combustion engine is exposed to an intensive corrosion by the created water fraction. It is obvious that - despite the many advantageous characteri t cs of hydrogen - a number of obstacles have to be overcome to achieve a use of hydrogen as fuel . The patent description No. USD 4,573,435 (Shelton) describes a procedure and equipment for the production of hydrogen to be used as a Diesel engine additive. In this procedure, water is sprayed on a pipe bundle of a heat exchanger delivering the hot exhaust gases. The velocity of spraying is so high that a considerable part of the water disintegrates into hydrogen and oxyren. This gas mixture and the remaining steam are led mt'- combustion chamber after mixing them. This solution has the disadvantage th i- only a low extent of thermic water decomposition can be achieved in this way, and the obtained hydrogen and water vapour damage the combustion engine considerably. The patent No. US 4,253.428 (Billings et al.) describes a hydrogen fuel system used together with a driving system of a hydrocarbon fuelled vehicles or as its alternative, containing a combustion unit as well as a unit mixing the introduced hydrogen with air. This solution has the disadv n age that the combustion engine is damaged by hydrogen here, too. and there are n t g n oxides developing during the combustion at a high temperature and contaminating the environment, and their quantity cannot be reduced. The patent No. US 4,528.94 " (Olivera) describes an equipment functioning with solar oxy-hydrogen where the elertrolyzation cell producing hydrogen and oxygen is integrated with the cooling system of a combustion engine. One of the electrodes consists of the engine-house, the other one of the cooler. The developing hydrogen is stored by the hydride contained in the electrolyte. This solution has the disadvantage that the combustion engine is damaged by the hydrogen, penetrating in o the metal and causing its destruction. A further disadvantage of this solution is that there are nitrogen oxides developing during the combustion at a high temperature and contaminating the env ronment . The patent No. EP 0 153 116 (S'-tabiraiza Co.) describes a procedure producing mechanical energy by means of a mul : stage utilization of H20 plasm. The plasm is obtained through water dissocia ion and the reactive pressure is maintained by the plasm. The mechanical energy is gained by the explosion of the electrically conducting plasm in a piston engine. This solution has the disadvantage that th metallic structure of the piston engine is damaged by the developing hydrogen. A further disadvantage of this solution is that the piston engine is overheated during the combustion of the plasm of a very high temperature, even though an appropriate cooling s app ied, lead ng to an intensive wear. The hydrogen can be stored and transported in the known way, i.e. absorbed in metal, in the form of a metallic hydride: in a hydride container. The firm of Daimler-Benz performed tests with vehicles presided with the above mentioned hydride containers. The volume of the hydride accumulator amounted to 65 litres, its mass to 200 kg, thus a distance of 200 km could be covered with an engine having an output f 44 kW. A doubling of the distance to be covered was expected from an improvement of the hydrides Similar tests have been performed elsewhere, too. and it was found that the traditioral combustion engines used in vehicles can be use with hydrogen without any difficulty Considerable changes were only needed at the carburettor and the ignition units. This way. th & former engine structure could he retained and no entirely new engine types had to be developed. This standpoint s however not correct. becaus° only a low efficiency can be achieved if the traditional engines are fuelled with hydrogen, and on the other hand the hydrogen has a damaging effect in metallic environment , and this effect cannot be eliminated. Therefore, changes are necessary, in the form of a driving unit resisting the damaging effect of hydrogen and having a suitable efficiency, allowing its economic use in our age characterized with the limited quantity of available energy sources. General description of - invention It is our aim to crate a propelling unit to be operated more advantageou l than the prev z s ones, especially with less air contamination. Our further aim is to use hydrogen as fuel , because in this case the carbon dioxide emission accompanying the combustion of hydrocarbons is practi~ally eliminated. Our further aim is to create - propelling unit in which the combustion temperature can be reduced through a regulation of the fuel combustion, resulting in an emission of nitrogen ox e , t . Our further aim is to create a steam generator to be used with success in the above mentioned propelling unit. Our further aim is to create a hydrogen fuelled propelling unit having a metallic hydride as energy source and which is equipped with a hydride container to store the above meta 1 ic hydride Our further aim is to create a propelling unit with the use of which environment friendly motor vehicles can be manufactured . We recognized that by burning hydrogen mixed with the oxygen of the air in a combustion chamber made of ceramics and serving for steam production, the energy obtained by the combustion, oxidation can be _tilized with a better efficiency, and - as the combustion trocess is regulable - the combustion temperature can be maintained below a certain value, resulting in a reduction of the emitted nitrogen oxides to a minimum value. At the same time, the resistance of ceramics against hydrogen is better than that of the combustion engine parts. We recognized that the entire thermal energy is utilized if the water cooling itself is used for the production of high pressure steam suitable for h ώ energy transformation, whereby the operation temperature is lower than that of the combustion engines, contributing to the reduction of nitrogen dioxide emissions, maintaining their quantity at a minimum level . This energy saving procedure functioning without cooling guarantees in a regulable way the lower operation temperature where the nitrogen oxide development can be kept at a minimum level. This minimum quantity can be entirely filtered out with an incorporated catalyzer. The advantages of the solution in accordance with the invention can also be supported by former experienced gained during the combustion of hydrogen in a closed space. The a —turbine propel ing unit designed for achieving the targets set is suitable for the operation with a gaseous propellent. especially hydrogen and contains the following units: a gas supply unit, equipped with a supply generator. a gas container and ducts suitable for the filling up and supply of gas: an air feeder unit, equipped with air flow regulating instruments and an air filter; a steam generator. equipped with a combustion chamber with ceramics wall, connected with the above mentioned gas supply unit and the air feeder unit, provided in its wall with cooling pipes suitable for steam generation; a steam turbine propelled by the steam obtained from th* cooling pipes of the steam generator, equipped with a shaft represent ing the driving output . The supply container is preferably a hydride container containing a metal powder or granulate storing the hydrogen as propel 1ant in the form of a metallic hydride. A brief description of the drawings The invention is described in detail according to the attached drawings, showing further details and advantages of th β invention. The drawing includes the following figures: Figure N .1. a partially sectional view of the hydrogen propelled alternative of the propelling unit designed according to the invention. Figure No .2. a sectional drawing of the steam generator of the propelling unit according to Fig.l., F gures Nos. 2A through 2D different alternatives of the jets to be used for the steam generator according to Fig.2., Figure No.2E view of the re-heating pipe bundle. Figure No.3. a sectional drawing of the metallic hydride container. Figure No.4. a section of the steam generators of the drawing of the propelling unit according to Fig.l., taken in a plane, Fi υr No .5. hydrogen supply pipe with perforated wall of the metallic hydride container. according to Fig.3. , Figure No.6. internal view of the metallic hydride container, according to Fig.3. , Figure No.7. upper view of the metallic hydride container, provided with a fixation and supporting structure. Figure No.8. view of the supply connections for filling up with hydrogen and for cooling water. Figure No. . top view of the steam turbine prope ling unit, provided with an electric auxiliary propelling unit, mounted into motor vehicle. Figure No.10. top view of the stea~: turbine propelling unit. provided with an auxiliary propelling unit in the form of a combustion engine, mounted into motor vehic1e, Figure No.lOA view of an additional hydrogen and oxygen developing unit. Figure No.11. a section of the connection of the supply water collecting and preheating container to the steam generator. Figure No.l2A front view of the cooling block and the connected additional units. Figure No.l2F the cooling block according to Fig.l2A. seen from the ventilator impeller. Detailed description of the preferred embodim n s Fig.l. shows the hydrogen propelled alternative of the steam turbine propelling unit according to the invention, also containing the steam generator according to the invention. The hydrogen is stored n a double wall type container < 8 ) for the storage of the metallic hydr ide, connected to the jets of the steam generatois formed by the combustion chambers (li made of ceramics. through the pipeline (15"> of hydrogen supply The pipeline (15) includes the pressure and flow control unit (16), the pump (l 7 ) , the pressurized hydrogen container? (18), and tli* pressure regulator (19 " ' , connected to the feeding unit (20) . The air supply unit includes the air filter ( 25) and pump (26 < connected to the air intake pipe (24) . as well as the container (27 of pressurized air. The pump (26) is connected to the feeding unit (20), and this is connected to the jets (23) ending at the combustion chamber (1) made of ceramics, through appropriate pipelines. The above mentioned combustion chambers (1) made of ceramics are situated in the casing (/8) provided with an insulating layer and incorporating the energy transf rm t on units. ? well as in the container. Also here is situated the turbine (771 supplied with pressurised steam by th tern generato*- (1) . Th~ output shaft ( 36) of the turbine (775 eli e s the p and this shaft is connected to the driving h l o>- pulley (371 located outside the casing (^8) . The double wall type container ( 8) designed for the storage of the metallic hydrides is provided with a filling (7) absorbing the hydrogen in the form of a granulate or powder. In the upper part of this container, the hydrogen supply pipes (6) with perforated walls submerge. They are connected with the pipe (41 for filling up with hydrogen through the distribution pipes (5) . The pipe ( is leaving the container (8) at its upper part. The pipe (4) for filling up with hydrogen is only functioning during a filling up wi hydrogen. Otherwise. i r is closed down with a valve and/or cap at the connection point (7 , indicated in Fig.8. Into the filling (7) to be transformed into a metallic hydride compound, the pipes (2) providing for heating and the draining of combustion products submerge in a transversal direction, connected to the output of the combustion chamber (1) . The container- (8) for metal hydrides is designed with the external (11) and internal (12) container wa ls, having a common water- space between them, connected through the intake hole (13) with the pipeline (9) draining cold water and with the pipeline (10) draining hot water. The casing ( 81 provided with an insulating l yer and containing the stem generator (1) is designed with a solid internal wall (2) and mantle, provided with the insulating coating (3) . Fig.2. shows the combustion chamber (1) of a steam generator to be used for other purposes, too. The combustion chamber (11 is equipped with an internal wall (35a) made of ceramics, with the steam generating spiral pipeline (31 "> situated in its wall . One of the ends of the pipeline (31) is connected with the water supply pipe ( 32). and the other one with the steam pipeline ( ^> conduc ng the steam produced.The air and hydrogen, as well as their mixture are led into the combustion chamber (1) by the ets (231. The design and possible alternatives of the jets are indicated in Figs. 23A and 23D. The hydrogen coming from the container (8) is fed by the feeding unit (20) into the combustion chamber (li through the jets (23) . The combustion chamber (1) is an almost entirely closed ceramic unit, and the combustion of hydrogen takes place in this chamber or sp re. The different types of ceramics and glass ceramics have a good resistance against heat and the damaging impact of hyirogen. In the wall of combustion chamber (1). the pipeline (31) of steam generation is l from the section of the ro--.;:ustion chamber (1) having the smallest diameter-. designed with a conic character, towards its section having a larger tia eter, i.e. towards the jets (23). The pipeline (31) divides the ceramic walls into two part, namely into an internal wa l having a smaller and an external wall having a larger diameter. The external wall consists of two equal parts, whereas the internal wall preferably of segments, and both walls are united by bolts. In another possible design. the wall of the mantle of the combusLion chamber (1) provided wi "- - ceramic wall and having a frustum shape is hollow, and the pip co l is formed by the hollows. Its density shall naturally be n accordance with that of the ceramics. The mantle is connected with the plate bearing the jets (23) in a separable or inseparable way. To the output and input of the pipeline (31). appropriate stubs can be used, to connect the ducts (31) and (33). In another possible design lterna~:ve, ir- the inner part of the combustion chamber (1) of a con: : shape. the pipeline (31) can also he placed in a way touching the internal surface or in recesses going in the surface irr jmum to the half of the pipe dia e t r. In this case. the r:peline (31) is made of β material being resistant against the damaging effect of hydrogen and having an appropriate strength. The combustion chamber (1) representing the st arr. generator is coated from outside with the coating (35b) . In the case of using the steam re-heater (34). the pipe coil (34 % - also made of a material resisting the damaging effect of hydrogen is located inside the combustion chamber (1), in its axial l ne. 1 i Beyond the double wall type container (8) f r metal hydrides and the above mentioned elements, and the appropriate pressure storing and feeding units, he hydrogen supply system indicated m Fig.l . includes preferably electromagnetica ly operated Sri f t y valves, backlash valves and various switch-off valves, as well as α pipeline having an appropriate resistance against hydrogen. The pipeline delivering hydrogen (!) starts from the container (8) , more exactly from ts upper part and reaches through the pressure and f ow control unit (16) the pump (18), pressing the hydrogen int.; the containers (8) . From here, the hydrogen is delivered through the pressure regulator- valve (19) to the feeder (20) provided with the electromagnetic safety valve (21 ' . than, through the distributing pipeline to the jets (~?) entering the combustion chamber (li The feeder ( 20) contf*;ns a regulator tongue or rings guiding the lamella, an idling blocking, springs, Bowden wires and the suitable sealings. T r 'ey ere made of materials resisting hydrogen. The preheating equipment (28) is provided with an input and output connection and contains pipelines equipped with heat transfer lamellae . The casing of the safety valve (21) of the feeding electro magnet (20) contains a pipeline provided with a suitable air gap. The safety valve (21) of the feeding electro magnet (I0 contains a casing, and electromagne i disk (pulling in disk) provided with a suitable air gap. and a closing disk also provided with a suitable air gap. It is automatic lly controlled. The air- supply elements can be assembled fr _ι_ standard parts usually used in motor vehicles. The air pump (26) can operate with s v l stages and automatica ly, connected to the container (27) of pressurized air The air i led from here into the preheater (2 p ι The air is fed similarly to the hydrogen. As it has been mentioned before the combustion chamber (1), the steam pipes (33), the condense water ducts (32). as well as the 1 No. of steam turbine (77) or several steam turbines are situated in the casing (78) of insulated wall. The shaft (36) starts from here and the driving pulley (37^ is connected from outside. The casing (78) is designed with a double wall, provided with an insulation of appropriate thickness and a suitable supporting structure as it is shown in Fig.4. The casing itself (78) c: ~ - he opened at least at one of its sides, and its internal w ll, i.e. its parts are fastened to each other- by screws. The supporting structure (39) provided with a suitable stif -ning part is connected to these parts. The internal solid wal is covered by a hard, shock and heat resistant coating, having a suitable thickness and insulating effect. It is fastened to the internal wall by- sticking or another kind of solid fastening. The right left hand side of the casing (78) can be opened by screws. The pipel nes provided with an appropriate insulating coating are running through the openings situated on the casing (78) . and are sealed in a suitable way. In case the propelling unit contains two turbines, the exhaust vapour of the first turbine is reheated by the pipe coil (34), as it is shown in Fig.2E. The pipe bundle or pipe co l (34) is absolutely independent from the steam generating pipe (31) r ving for steam genera -;-._-, and th reheating pipe (34) s located inside, compared with the pipeline 31^, inside the combustion chamber ( ' . in its central line, arranged in bundles consisting of curved pipes connected b- two circular rings. Its material resists the damaging effect of hydrogen. In this reheating pi ' (34). the second turbine (771 is propelled by a reheated stea , xp nding there. Ir case the reheating pipe bundle (31) cr (34) is freely arranged inside the combustion chamber (1), t shall be manufactured of .o a suitable material and fastened *- : the internal surface f the combustion chamber (1). In its preferable design of the propelling unit according to the invention to be operated with hydrogen, the hydrogen is stored in the form of a m ta l c hydride compound that has been used in the practice with success. The hydrogen is bound by a metal compound used in the forτ of a powder or granulate, and this is the load of the container (8) . magnesium hydride se ms to be the most suitable s b t nce for this purpose. During an exotherrn reaction the r.agnesium absorbs a high quantity of hydrogen gas, and the sity of hydrogen storage is near to that of a storage in liquid state. The container (8) for metal l:r hydrides is equipped with an internal wall (12i, consisting preferably of a heat resistant, glass fibre reinforced artificial resin, e.g. epoxy resin, to avoid the damaging effect of hydrogen. From the highest point of the container- (8' the pipeline 15), made preferably of plastic starts to d rt the hydrogen developing from the load, and the hydrogen is led through the pressure and flow control unit (16) ^ the pump (17i . Also into the container (8i . to its highest point, together with the pipeline (15). a further pipe < 4 ) τ.ade preferably of plastic is led, branching in the inside ir. ~ o the distribution pipes ( 5), and they end in very many pipes (61 having perforated walls. The pipes (61 are referat y made of plastic Their perforated section entirely submerres into the layer of the load. The pipe (4) is led outside the container (8) to the filling up connection (75) situated on the side of the motor vehicle, provided with a closing cap and switching off valve. The wall of the extern l container (11) consists of steel, alloyed preferably e.g. with chromium, titan, vanadium, zirconium or columbium, provided on its internal surface with a corrosion resistant coating. surrounding from three sides a hollow, with the wά11 of the internal container (12) . To the wall of the external container ( 1 1J . the ducts (9) and (10) are connected at the holes (1^) and (14) . During filling up. through the above ducts cold water flows in through the hole (13). After a circulation there, the water is warmed up by the heat developing during the absorption of the hydrogen, and leaves the container through the hole (14) . After the completion of the filling up process, the circulated water can be drained through holes (13) and (14). During filling up, the hydrogen flows through the pipeline (4). the distribution pipes (5) and the perforated pipes ( 6) into the layer of powder or granulate representing the load of the container (8), which is gradually transformed into a metallic hydride, during the absorption of hydrogen. During the filling up process, the quantity of the filled in hydrogen, then the saturation of the metallic hybrid, i.e. the completion of filling up are indicated by an instrument attached to the container (8), if necessary with a sound sign l , too. Form the load of container (8) , the hydrogen can be feed by heating. This procedure takes place with the hot, wet- combustion products, leaving the combustion chamber (1) and containing appr. 30 per cent of water vapour and mai ly nitrogen. The combustion products a duct d by the pipes (2i . In case of the execution indicated in Fig.10. the auxiliary driving engine (59), a combustion engine is used for starting. The exhaust gases of th engine can also be used for heating, ducting them through the pipe (2) or another, separate pip÷- During starting, the hydrogen can also be released in a way not supplying the combustion chamber (1) at the beginning with hydrogen but with another gas to he easily stored in liquid form. e.g. with propane-butane gas The hot combustion products. leaving the combustion chamber (1) reach the pipes (2) heating the container ( 8) for metallic hydrides either direc y or through the container t Cn collecting and preheating the supply water. The pipes ( 2) are manufactured of anti corrosion materials, . . ceramics or glass fibre reinforced plastics having advantageous heat transfer characteristics, provided with a slope suitable for draining the condense water. To improve the heat transfer and maintaining a uniform temperature. heat transfer plates '31 , ribs are fastened to the pipes (2), submerging into the load of the hydride container (8) . On the external wall (11) of the hydride container (8). stiffening parts (38) ar attached, fastened e.g. to the embedding of the vibration damping rubber blocks (39) , supported by them. In case of en application for motor vehicles, the rubber blocks (39) are fastened to the frame of the vehicle, e.g. into appropriate holes. Naturally, more than one metallic hydride container can also he built in, t h filled up or emptied simul aneously o subsequently, by means f a PI.:i b1e switching over . The combust on chamber (1) represent ng the steam generator is coated from outside by a hard or solid, shock and heat resistant insulating wall, having a i able thickness To the narrowing end of the internal space of the combustion chamber (1) , the approp iately designed, heat resistant pipeline (2) is attached, to duct the developing hot vapours, steams 3nd the nitrogen of the air, i.e. the combustion products. This pipeline is led outside through the supply water preheater (41) and the container (8i for metallic hydrides indicated in Fig.11. During passing through, it transfers the humidity content of the combustion product in the form of condense water . and this condense water is collected in the water tank, to be drained outside. The water is collected with the collecting tank (76) provided with a leading through valve. The steam developed in the pipeline (311 led in the wall of the c mbustion chamber (1) or surrounding its combustion space is able to drive the turbine (77) and to perform mechanical work. Strength and wall thickness of pipeline (311 sh ll b dimensioned in accordance with the required pressure. The strength and wall thickness of pipeline (34) reheating the steam coming from the turbine (77) shall be dimensioned in a similar way. The pipeline (31 i is supplied by the supply water durt (32), connected to the supply water container ( 49) , and the water is delivered by the supply water pump (41) . The turbines (77) are functioning with steam. To achieve a suitable power and pressure, a s~eam turbine having a good efficiency shall be selected. It is advisable to apply two or three steam turbines. to achieve the maximum efficiency. In this case, the steam turbines wor ' - with decreasing pressure, and the exhaust steam of the prev us turbine is led through a reheating pipeline (341 and expanded in a steam turbine functioning with medium or low pressure. The ste m of the second turbine , - → r , led in case -f a r priat pressure and energy conditions into steam t.rb ne functioning with lower pressure, after a necessary reheating. The pipelines connecting the combustion chamber '!) and the steam turbines (77) can be provided with a heat ins lation if necessary. The driving output of the turiines (77) consists of the shafts (36) , manufactured of eel or a steel alloy having a suitable strength. They are naturally dimension under considerat ion of the relative mechanical stress, and their end 1 Q is attached to an appropriately dimensioned transmission, pulley, clutch. In case of necessity, it can be provided with a band pulley, chain wheel or gear, ransmitt ng the energy to the clutch (44) or to another- drive. The casing (28 ) containing the combustion chambers (1) . the turbine (77) , and the other ducts and structural elements is fastened and suspended by the stiffening supporting structures (38), which on the other hand fasten the combustion chambers (1) . its- ceramics elements, and on th other hand strengthen and fasten the individual elements, the turbine (77) and provide the entire unit with a self supporting character. To this structure (38), the ceramic bodies, coatings, casings, pipelines can be fastened with bolting, clamps or in another appropriate way. To fix the entire casing (28), also a lower fastening can be used, instead of the lateral fastening (39' according to Fig.4. The turbine (77) or turbines situated in the casing (28} are fastened with a stiff fastening structure. Additionally, the supporting structure of turbine (77) can be led through the casing (28) and f n d to the frame structure of the vehicle additionally. The supporting structures consists preferably of hollow elements of suitable strength, manufactured of high strength stee . The preheating container ( 40) collecting the supply water can be provided with the usual elements, deaeretor and safet - valves. Its wall is insulated and it has in its inner part, curved or spiral pipelines, forming a heat exchanger connected with the inner part of the combustion chamber (1). This heat exchanger is heated by the combustion products leaving the combustion chamber (1) . The preheated supply water is e.g. delivered from the container ^0) by a computer controlled ul i stage pump (41) through the supply water ducts (32) into the steam producing spiral pipes (3i '1 situated or formed n the wall of the combustion chambers (1) . The turbine (77) is part of the heat transfer system and may also contain further units used for the forwarding of mechanical energy. - clutches, pulleys, automatic clutches and similar elements The starting point of the power transmission system is the shaft (36) of the turbine or turbines, connected through a small pulley with the electric energy generating aggregate. It is also possible to fasten a larger pulley to the shaft (36) . and this pulley (3 ' transfers the energy to he central clutch (44 ) , as well as to the wheels of the vehicle. The power transm ssi n is implemented by gears, belts, chains or sim lar elements. In case of applying the propelling unit for a vehicle, preferably also an auxiliary propelling equipment is necessary. The location of the auxiliary propelling equipment is shown in Figs. 9. and 10. Fig.9 shows an auxiliary- electrical propelling equipment, containing the accumulat rs (651 and the electro motor as auxiliary propelling equipment (64) supplied b> them. The driving pulley (37), connected to the shaft (36) of the steam turbine (77). is in a driving contact with the driving pulley (4 7 ) of the central clutct (44), through the driving pulley (42) . The electro motor of the auxiliary propell ng equ pm n is connected to the s e central clutch ( 441. through b l t ansmission. Th cen a * clutch (441 contains a gear box if necessary. connected to the driving shaft of the vehicle, through conical wheels (45) . The previously not indicated shafts of the vehicle are situated on the driving shafts (46i . Fig.9. also shows the arrangement of the double wall type container (81 for metallic hydrides, the attached pipeline (4) f filling it up with hydrogen, the pipeline (9) for the cold water supply, and the pipeline (10) 71 draining hot water. Fig. . shows also the air filter (251. the pump (26) and the pressure storage container (27) . related the hydrogen pipeline (15) and the attached pressurized hydrogen cont iner (18) . Fig.10. shows a propelling unit arranged in a motor vehicle, similarly to that indicated in Fig.9, and contains an auxiliary propelling equipment (59' driven by an Otto engine. The auxiliary propelling equipmen t (59) includes an Otto engine supplied by gas cylinders situated in the fuel cylinder- fixing (601. The auxiliary propelling equipment (59) is also connected for driving purposes through transmissio " belts to with central clutch f44) . The auxiliary propelling engine transfer the power to the central clutch (44) through an electro magnetic pulling in pulley or through a clutch. Power transmission takes p c j r , a wc identical with the case indicated in Fig. . Fig.10. also shows the equipment ( 66 ) utilizing the braking energy This equipment is connected to the driving shaft (46) of the vehicle through the gear transmi sions (67) . The equipment ( 66) utilizing the braking energy contains the electric energy generating aggregate (68) . coming into a driving contact with the driving shaft (46) during t^ braking process. The propel ing unit designed -ccording to th ώ invention is provided with a cooling system c:otaini r -g the cooling block '48^ . The cooling block '481 includes a heat x c n network, automatically controlled stage regulators, val s a supply water collecting tank, pump and ventilator. The co ling block is appropriately placed in the front part of the vehicle, and contains preferably three units functioning independently from each other. The individual cooling units contain horizontal pipes bent in meander shape, arranged at the lateral limiting wall situated in the vertical plane of the c ling block (481 There are sheets increasing the h a t transfer surface, placed on these pipes. The cooling block (481 is structurally supported by the supporting bar system (51), and the block is provided with a lateral casing. The agent arriving from the input duct is distributed- by the electromagne ic ly controlled valves '551. Thes e valves switch on any stage or all stages acc i g to the necessity In case of a temperature increase. the control equipment switches n more and or p ol g stages. according to h β requirements. When the engine is idling, only one stage is working and in this case the agent y ι ec j into the cooling block (48) by the intake pipes (5?ι . From here, the cooled down agent is led by the ducting pipes (541 into the coll cting tank (561 of supply water, then into the preheating container of the supply water, by the supply pump (57) . To increase the efficiency of cooling, a cooling ventilator (58) is closely attached on the internal side of the cooling bio<_k. and this ventilator is arranged on an appropriate supporting structure -nd --an be periodically operated e g. with an electric motor according to demand. The auxiliary propelling equi ~ent is necessary because the quantity of hydrogen received from the container (8) for hydrides in cold state is not suffi c ient To release hydrogen, the granulate or powder cont ined i the -ont iner (8) f r hyd i s must be warmed "o, and th: β r ce. e requires therm-?] energy. This thermal energy can preferably also be obtained from other sourc s, and th starting of the vehicle preferably requires an auxiliary propelling q ipme n t. For this purpose, an Otto type combustion engine having a minimum output of 15- 20 k.W, fuelled by hydrogen, propane-butane gas or by the mixture of gasol ine-ethanol or gas-'-l ine-methanol can be used As it is indicated in Fig.10. shock resistant gas cylinders or other fuel containers as energy sources, provided with hea protection can be placed in the fuel cylinder fixing (60), to be arranged behind the engine. They supply the periodically auxiliary propelling equipment, and they are provided with a starter switch dimensioned according to the requirements of an Otto engine The hydrogen production can be started in a way that the combustion products of the auxiliary propelling equipment are le be means of a valve through the container (8) for metallic hydrides or through its heating syyi.em,- or else separate auxiliary heating pipes are led through the container (8) for metall c hydrides. Naturally, the auxiliary propel ing equipment can also consist of an electric motor (6-i of a suitable output, supplied hy accumulators (651 having an appropriately high output . Applying for a vehicle. the propelling unit designed according to the invention can be completed with energy recovering units, containing the electric energy generating aggregate (68) utilizing th<r brak g energy of the vehicle, and its accessories. This equipment ( 66 ) used for energy recovery and utilizing braking energy contains a synchronized. computer controlled mult stage gear tr nsm ss on (67), designed is a way that it actuates gears of decreasing a t r and a higher speed wit . inc eas d. more intensive braking. Tnus the braking energy is utilized by the generator (68) for electric energy production, using the produced energy e.g. for the charging of a battery or for the decomposit ion of water. The gear transmissions ( ^~ "- are connected to the driving shaft (46) only at the hub f the vehicle, and they are only connected with the gear transmission (671 of the electric energy generating aggregate '"68) during the braking process. The gear transmissions (6~ι and the electric energy generating aggregate (68) are adjusted to the torque resulting from the mass of the vehicle and the permissible braking force. Another mode of using the braking energy is realized by the electrolyzmg equipment indicated in Fig.lOA, containing the electrolysis container (69 1 . the filling up container (70) continuously replacing water and electrolyte, the hydrogen ducting pipe (731, the oxygen ducting pipe (74), as well as electric cables connected the anode (71) and to the cathode (72) . The hydrogen obtained by electrolysis can be condensed by a condensing pump in a hydrogen collecting container, to be provided with suitable pressure regulators and ducts if necessary. The electrolysis container (69) is provided with a level measuring instrument. This container is made of shock and acid resistant, glass fibre reinforced epoxy resin, in a way maintaining a certain level of water and electrolyte, preventing a flow of the liquid resulting from the movement of the vehicle. To prevent a p-ossible displacement of the electrolysis container (69), it is provided with a supporting structure of appropriate safety. The container (69) contains water, as well as electrolyte (acid. alkali o salt). The replacement of water and electrolyte takes place in case of an operation with hydrogen from the water collected in container 7 1 and pumped over into the refilling container (70 ' . and the electrolyte is replaced from a separate electrolyte container possibly provided with a feeder. The filling up of the container or containers (3) for metallie hydrides takes place by means of suitably designed filling up connections indicated in Fig.8. These connections (75) are situated in the space deepened on the side of the vehicle, to be closed with a door, and provided with stubs that can be closed down or equipped with a bayonet lock. To prevent a loosening or displacement of the closing caps, they can be provided with fastening pins locking the closing caps. To these connections (751 , leakage fr e hoses can be connected at the filling stations. In case of one of the executions, the end of the connection hoses is provided with suitable sealing and a threaded sleeve, and the filling up p ocess can only be started if the mechanism locks when the sleeve is tightened with a certain force. Th locking is signalled by a " click. After the completion of filling up. the locking must be rel ased. The removal of the sleeve can take place subsequently, to remove the connection. The connection (75) can afterwards be provided with a protecting cap. In case of another possible execution. the connecting parts can be provided with a magnetic lock. They are united or released by a magnetic lock automatically. according to a suitable control. The connected flexible hoses are naturally made of material resisting the damaging effect of hydrogen and having a suitable size. For this purpose, a plastic of an appropriate quality is suggested. The nitrogen gas arriving frcm the combustion chamber (1) , led through the container or containers (8) for metallic hydrides and saturated with hot water vapour can be ducted through a pipeline made of a heat and corrosion resistant material. There are traps, or - expressed more exactly - small containers used to collect the condensed water built into this pipe ine. These small containers are connected with water ducting pipes, delivering the condensed water to the central water collection container. The water collected from the traps 76 and the small containers is forwarded by a pump to the container (76) indicated in Fig.9. Having been freed from water vapour and steam. the nitrogen is ducted through an evhaust pipe containing a catalizator and a sound damping dev e if necessary. The electric accumulators of the vehicle are continuously charged by the generator (43) driven by the turbine (77), especially if the auxiliary propelling equipment contains an electric motor (64) . supplied by the high capacity accumulators (65). The system filling up the container or containers (8) of the vehicle with metallic hydrides is manufactured in an individual or centralized execution In case of an individual supply system, filling up takes lace from large hydrogen cylinders stored in a fixed position in the garage of the vehicle, or from a pipe network, through a hose provided with a switch. a pressure reduetor and suitable connecting elements, via connection elements "5 ) of the vehicle. The hoses shall be placed for this rpose on the connection elements (75) . Before starting the filling up procedure, the hose providing the residential building with hot water and connected to the cold water side of the large water heater and provided with a circulation pump and a suitable connecting element. as well as the hose of the water heater connected to the ho*- water intake and provided v:th a suitable connecting element shall be connected to the appropriate stubs, i.e. to the cold water or hot water stubs The fulling up hoses of cold water, hot water and hydrogen are united into a common pipie bundle, for the sake of an easy operation. Fi ling up takes place automatic lly, and this operation is automatically switched off by -he control system upon completion. The connections can subs e quently be disconnected any time. In case of the construction of a hydrogen network functioning similarly to the present household or industrial ras supply etw ks, filling up can take lace through a hose provided with a pressure regulator a switch and a connecting lemen . Tn case of centralized supply system, stations similar t the actual filling stations can be es t ablished, differing from the actual filling stations as llo s. The filling stations are provided with large tanks for the storage of pressurized or liquid hydrogen, to be connected with the hydrogen supply network if necessary. Hydrogen is filled into the vehicle according to the procedure described above . The filling station is also connected wi*-h the hot water- supply system as well as heating system of the residential buildings, plants or institutions s:tuated in the surrounding area. In this system, there are also hot water storage tanks for the purpose of thermal energy s t orage In case of filling stations functioning in an area where there are no nearby hot water sup>ply systems and they can ot b on tructei either, electric energy can be generated wit 1 ' the hot water obtained during filling tip and collected in large heat storage containers, by means of a Rankin cycle. In its preferable execution, the propelling unit designed according to the invention is controlled mechanically. Starting takes place with a mechani'.al control, with a manual switching on. actuating a cho " --e and a foot operated gas feeder. These operations can be performed with the ignition switch, the choke and the accelerator, arranged identic.-;! ly to those of the traditional motor vehicles. The individual operating parameters can be displayed with appropriate instruments. The automatic control akes place by means of a computer, a microprocessor, connected to suitable mechanic and electric sensors, intervention rgans, switches, displays, and safety units 26

Claims: What is cl ed is Item 1. A steam turbine type propelling unit, for the use of gaseous fuel , especially hydrogen, comprising: a gas supply unit, equipped with a supply container (8), gas container (18) . and ducts suitable for filling and gas sup ly: an air feeding unit (20) , provided with instruments regulating air flow and with air filter (25); a steam generator (1) , provided with a combustion chamber surrounded by a ceramics wall (35a' . connected to the above mentione gas supply unit and the air feeding unit (2), and in its wall with steam generating cooling pipes (31) adapted for steam generation: a team turbine ( 77) driven by the steam obtained from the steam generating cooling pipes (31) ; the power output of this turbine is represented by its shaft (36) . Item 1. A propelling unit according to item 1. provided with a supply container (8) which is a hydride container (81 filled with a metal granulate or powder containing hydrogen in the form of a metall c hydride. Item 3. The propelling unit according to item 2. containing the internal (12) and external (11) walls of the above mentioned hydride container ' ' 8). separated by a water space. the internal wall (121 is made of a heat resistant- material , preferably of plastics, possibly with glass fibre reinforcement.- the hollow place limited by the internal wall (12) contains the metal or metal compound load (7) stored in the form of a powder or granul te. with its inner part protruding pipes ( 1 with perforated walls, and these pipes (6) with perforated walls are connected to a common pipe (4i used for filling up with hydrogen. provided with a closing element (76) , possibly with a cap ( 7 he upper part of the internal container (12) is c nect with the preferably plastic pipe (25) ducting the hydrogen obtained from the load (7) . connected to the gas supply unit : the internal surface of the external wall (11) is covered by a material provided with an anti-corrosive coating, preferably by steel or steel alloy: the lower point (131 of the water container is connected with a pipeline ( Q i suitable for fill ng up with water and for water drainage; the upper part (!-"• of the water space is connected with the pipeline (10' f r hot water ducting, provided with an ant i— orrosive coating, and the other end of the pipelines is provided with a cl sing element (75), in this case with a closing cap. Item 4. 1 propelling unit c-ord ng to item 3. where the hydrogen ducting pipe (15) of t -e hydride container (8 1 representing the gas supply container of the gas supply unit is connected through pressure and clow regulation elements (16) and a pump (17) to at least one hydrogen storage container (18); the output of the container (18) is connected through a pressure regulating val--e ( 191 to the feeder (20), and through the preheater (281 to t e distributor (22) , and from here through at least one je _ (231 to the combustion, chamber (1) made of ceramics. Item 5 A propelling unit according item 4, where the jet (23) is made of a hyd gen resistant and heat resistant metal alloy, surrounded by -n ignition plate made of plat inum. Item 6 A propelling unit according t item 1, provided with an air feeding unit containing the suction pipe (24), the connected air filter (251. pump ?6i and the air storage container (27) provided with a pressure regulator. connected through the feeder ( 20), then thr:_rh the preheater (28) to the distribution chamber . and from h e through a jet (23) to the combustion chamber- (±i mad of mics. Item 7. A propelling unit according to item 1. where the internal ceramics w l ~5ai of the steam generator (H contains steam generating spiral popes (31 i, and the steam generating unit (li is co e red from outside with a heat insulating coating (351. Item 8. A propelling unit according to item 1. where the steam generating unit (!' ■ is provided with an internal ceramics wall (35a), designed in a hollow execution, and the above mentioned coolir.g pipes ( 31) for steam generation consist of these hollows. and the above mentioned hollow ceramics wall (35a) is covered from outside by a heat insula ng coat ng ( 35bJ Item 9 A propelling unit c cording to item 2, where the above mentioned steam generating unit (li contains a pipe network (31) made of a hydrogen resistant metal alloy, and this pipe network represents the steam generating pipes (31) . Item 10. A propelling unit according to item 1, where the above mentioned steam turbine (7 ) Ϊ S connected with the input (53) of a three stage, high capacity cooling block (48) : stages tw and three of this cooling block can be bridged over by valves (551. and the ou (54 ) of the cooling block (48) - through the collecting container '561 and pump (57) - ends at the supply water contai r f~"i . and the supply water- container ( 401 is connected to the cooling p»ipes (31 i for steam generating, through the supply pump (41 i Item 11. A propelling ur.it according to item 1, where the power output shaft ( 36 ' of the steam turbine (77) i connected on the one hand i ec ly and/or through a clutch and/or through a drive, in certain cases through gears, belt transmission (42) , or through a chain drive to the input shaft (471 of the gear box (44) , on the ot , er hand to the generator (431 for electric energy production. and th input shaft (471 of he gear box (44i is connected to an auxiliary driving unit, through a further clutch and overdrive. Item 12. A propelling unit according to item 11, where the above mentioned auxiliary driving unit contains an electric motor (641. Item 13. A propelling unit according to item 11, where the above mentioned auxiliary driving unit contains a combustion engine f^iQi . Item 14. A propel ling unit according to items 4. 5, or 6, where the above mentioned jet (231 is provided with a narrowed output hole ( 23c. 23d) . Item 15. A propelling unit according to items 4. 5. or 6, where the output cross section of the above mentioned jet (23) is equal w h the former cross section. Item 16. A propelling unit according to items 4, 5. 6, 14, or 15, where the jets (23) of hydrogen intake and the jets (23) f air intake are arranged alternately, connected to separate chambers used for the distribution of hydrogen and air . Item 17. a propelling unit according to any of the former items. where the combustion chamber representing the steam generator (li . and the st m turbine (77) placed in a common casing ( 78) provided with heat insulation. Item 18. A propell ng unit according to any of e former items, placed o a motor vehi le, and the motor vehicle is provided with, wheels and wheel suspension structures, and the suspension structures are provided with a generator (68i and a gear -drive (6 "7 ) with multiple gear ratio for coupling the generator during braking with the wheels of the vehicle. Item 19. A propelling unit according to any of the items 2 through 17, containing an electrolysation unit used for the regaining of a part of the hydrogen transformed int- * - water by means of burning, provided with: electrolysis container ( 69), container (70) for a continuous electrolyte and water replacement, ducting pipes for hydrogen (73) and oxygen (74). hydrogen collecting container, pump for hydrogen condensat on, cylinder for hydrogen storage, hydr o-gen duct provided with a pressure regulator and valve, as well as electric cables (71) . Item 20. A steam generator propelled by gaseous fuel, especially by hydrogen, designed f r any of the propelling units according to the former items.- this steam generator (1) is provided with a combustion chamber, practically surrounded by an internal ceramics wall (35a) having a frustum shape; its ceramics wall (35a ) is provided with cooling pipes (31) used for steam generation and arranged in a spiral, and the steam generating combustion chamber (1) is covered outside with a heat insulating coating (35b), and the wider end of the combustion chamber (1) is connected with jets (23) arranged practically in a plain sheet, whereby its other end is connected with the pipe (2) ducting the combustion products. Item 21. A steam generator according to item 20, provided with an internal ce amic wall ( 35a) . and this ceramics wall (35a i is designed with hollows, and the above mentioned coo ing pipes (31) u -- f o steam generation consists of these hollows. and the above mentioned hollow ce ics wall ( 35ai is sυrrouno ' ed outside with a h insulating coating (35b) . Item 22. A steam generator according to item 20. containing a reheating pipe network (34) manufactured of a hydrogen resistant metal alloy, and the above mentioned cooling pipes (31) used for steam generation. Item 13. A propelling unit according to any of the items 20 through 22. where at least one jet is surrounded by an ignition plate made of platinum.

Inventors: GOEDE GABOR, GOEDE, GABOR
Applicants: GOEDE GABOR, SOLINNOV NAPENERGIAVAL MUKOEDO, GOEDE, GABOR, SOLINNOV NAPENERGIAVAL MUKOEDO BERENDEZESEKET H
Application year: 1994
Main classification: F01K25
IPC codes: B60K3, F01K15, F01K25, F22B21